JPS58128930A - Variable stall system for automatic clutch - Google Patents
Variable stall system for automatic clutchInfo
- Publication number
- JPS58128930A JPS58128930A JP57013550A JP1355082A JPS58128930A JP S58128930 A JPS58128930 A JP S58128930A JP 57013550 A JP57013550 A JP 57013550A JP 1355082 A JP1355082 A JP 1355082A JP S58128930 A JPS58128930 A JP S58128930A
- Authority
- JP
- Japan
- Prior art keywords
- output
- switch
- clutch
- low
- turned
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D37/00—Clutches in which the drive is transmitted through a medium consisting of small particles, e.g. centrifugally speed-responsive
- F16D37/02—Clutches in which the drive is transmitted through a medium consisting of small particles, e.g. centrifugally speed-responsive the particles being magnetisable
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
- F16D48/064—Control of electrically or electromagnetically actuated clutches
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D37/00—Clutches in which the drive is transmitted through a medium consisting of small particles, e.g. centrifugally speed-responsive
- F16D2037/001—Electric arrangements for clutch control
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/50—Problem to be solved by the control system
- F16D2500/504—Relating the engine
- F16D2500/5048—Stall prevention
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Electromagnetism (AREA)
- Fluid Mechanics (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
- Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
- Photoreceptors In Electrophotography (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
Description
【発明の詳細な説明】
この発明は、主として電磁粉式などの自動クラッチにお
ける可変ストール方式に関するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention mainly relates to a variable stall system in an automatic clutch such as an electromagnetic powder type.
一般に、自動車におけるストール回転数は、クラッチの
発熱、走行性の面から、エンジンが発生しうる最大トル
クよりも低目に設定されている。In general, the stall rotational speed of an automobile is set lower than the maximum torque that the engine can generate from the viewpoint of heat generation of the clutch and running performance.
このため、急激な登り勾配でのに進を行う場合など、初
期から最大トルクが欲しい場合でも、ストール回転数が
最大トルク発生回転数に上昇するまで、充分なりラッチ
の伝達能力が発揮されない。For this reason, even if maximum torque is desired from the beginning, such as when proceeding on a steep uphill slope, the latch's transmission ability will not be sufficiently exerted until the stall rotational speed increases to the maximum torque generation rotational speed.
従うて、マニュアル操作のクラッチに比べ自動クラッチ
では登板能力が低い。Therefore, the pitching ability of an automatic clutch is lower than that of a manually operated clutch.
この発明は上記事情にもとづいてなされたもので、必要
な時には、自動車における所要の情報に基いて、クラッ
チへの制御信号をかえ、クラッチ特性を^い状態にして
、マニュアルクラッチなみの能力が発揮できるようにし
た自動クラッチの可変ストール方式を提供しようとする
ものである。This invention was made based on the above circumstances, and when necessary, the control signal to the clutch is changed based on the necessary information in the car, the clutch characteristics are set to a low state, and the ability equivalent to that of a manual clutch is exhibited. The purpose of this invention is to provide a variable stall system for automatic clutches that enables automatic clutch control.
以下、この発明を図示の実施例にもとづいて具体的に説
明する。この発明の可変ストール方式では、トランスミ
ッションのシフトがニュートラル以外であることを検出
してオンするニュートラルスイッチ1、エンジンが高負
荷状態であることを検出するため吸入管に取付けた負圧
センサで出す信号によりオンする負圧検出スイッチ2、
車速が2あるいは31v/h以下である時スイッチオン
する車速検出スイッチ3およびエンジン回転数が設定値
以上であることを検出するための回転検出スイッチ4を
制御のための入力信号源としている。Hereinafter, the present invention will be specifically explained based on illustrated embodiments. In the variable stall system of this invention, a neutral switch 1 is turned on when it detects that the transmission is shifted to a position other than neutral, and a signal is generated by a negative pressure sensor attached to the intake pipe to detect that the engine is under high load. Negative pressure detection switch 2, which is turned on by
The input signal sources for control are a vehicle speed detection switch 3 that is turned on when the vehicle speed is 2 or 31 v/h or less, and a rotation detection switch 4 that detects that the engine speed is higher than a set value.
なお、上記負圧検出スイッチ2は、アクセルペダルの踏
込み量を検出するスイッチにて代用してもよい。また、
回転検出スイッチ4は、車速が10数km/ hである
ことを検出するスイッチにて代用してもよい。そして、
これらスイッチ1ないし4は、それぞれ、抵抗5ないし
8を介して定電圧源Vcに接続されている。また、上記
スイッチ1ないし3はORゲート9に接続され、上記O
Rゲート9の出力は抵抗10を介してnpn トランジ
スタ11のベースに接続されている。上記トランジスタ
11のエミッタは接地され、コレクタは抵抗12で電源
にプルカップされかつコンデンサ15を介して接地され
、また、コンパレータ1Gの反転入力端子に接続されて
いる。コンパレータ1Gの非反転入力端子側には、抵抗
13および14によって与えられる基準電位信号が入っ
ている。上記コンパレータ16の出力は、NANDゲー
ト17I3よび18からなるフリップフロップ回路のセ
ット入力に接続され、そのフリップノロツブ回路のリセ
ット側には、前記スイッチ4が接続されている。一方、
イグニッションコイル19のマイナス側は、抵抗22を
介してnpn i−ランジスタ25のベースに接続され
る。上記トランジスタ25のベースは抵抗23およびコ
ンデンサ24を介して接地されている。上記トランジス
タ25のエミッタは接地され、コレクタは抵抗26で電
源に接続されると共にコンデンサ27に接続され、上記
コンデンサ27の他端は抵抗28を介して接地されると
共に抵抗29を介してnpn i−ランジスタ30のベ
ースに接続されている。上記トランジスタ30のエミッ
タは接地され、コレクタは抵抗32およびコンデンサ3
1に接続され、コンパレータ38の非反転入力端子に接
続されている。そして抵抗32にpnpトランジスタ3
4および抵抗33が接続されていて、上記トランジスタ
34のベースは抵抗35を介して前述のフリップフロッ
プNANDゲート11の出力に接続されている。
′コンパレータ38はその反転入力端子を抵抗36゜
37の接続点に接続してあり、抵抗36は定電圧電源V
cに、抵抗37は接地されている。コンパレータ38の
出力は抵抗39を介してnpn トランジスタ4oのベ
ースに接続されており、トランジスタ4oのエミッタは
接地され、コレクタはクラッチコイル41に接続されて
いる。上記コイル41の他端はバッテリ電源に接続され
ており、また上記コイル41には抵抗42およびダイオ
ード43よりなる転流回路が接続されている。なお、上
述の回路構成は、この発明に係る部分だけを示している
。Note that the negative pressure detection switch 2 may be replaced by a switch that detects the amount of depression of the accelerator pedal. Also,
The rotation detection switch 4 may be replaced by a switch that detects that the vehicle speed is 10-odd km/h. and,
These switches 1 to 4 are connected to a constant voltage source Vc via resistors 5 to 8, respectively. Further, the switches 1 to 3 are connected to the OR gate 9, and the switches 1 to 3 are connected to the OR gate 9.
The output of the R gate 9 is connected via a resistor 10 to the base of an npn transistor 11. The emitter of the transistor 11 is grounded, the collector is pull-coupled to the power supply through a resistor 12 and grounded via a capacitor 15, and is also connected to the inverting input terminal of the comparator 1G. A reference potential signal provided by resistors 13 and 14 is input to the non-inverting input terminal side of comparator 1G. The output of the comparator 16 is connected to the set input of a flip-flop circuit consisting of NAND gates 17I3 and 18, and the switch 4 is connected to the reset side of the flip-flop circuit. on the other hand,
The negative side of the ignition coil 19 is connected to the base of an npn i-transistor 25 via a resistor 22. The base of the transistor 25 is grounded via a resistor 23 and a capacitor 24. The emitter of the transistor 25 is grounded, the collector is connected to the power supply via a resistor 26 and to a capacitor 27, and the other end of the capacitor 27 is grounded via a resistor 28 and connected via a resistor 29 to the npn i- It is connected to the base of transistor 30. The emitter of the transistor 30 is grounded, and the collector is connected to a resistor 32 and a capacitor 3.
1 and is connected to the non-inverting input terminal of the comparator 38. And the pnp transistor 3 is connected to the resistor 32.
4 and a resistor 33 are connected, and the base of the transistor 34 is connected via a resistor 35 to the output of the aforementioned flip-flop NAND gate 11.
'The comparator 38 has its inverting input terminal connected to the connection point of the resistors 36 and 37, and the resistor 36 is connected to the constant voltage power supply V.
c, the resistor 37 is grounded. The output of the comparator 38 is connected to the base of an npn transistor 4o via a resistor 39, the emitter of the transistor 4o is grounded, and the collector is connected to the clutch coil 41. The other end of the coil 41 is connected to a battery power source, and a commutation circuit consisting of a resistor 42 and a diode 43 is connected to the coil 41. Note that the above-described circuit configuration shows only the portion related to the present invention.
次に回路動作を第3図のタイムチャートを参照しながら
説明する。スイッチ1はシフトレバ−がニュートラル以
外にある時オンし、スイッチ2が高負荷状態を検知して
オン、スイッチ3は車速2ki/hあるいは3ks+/
h以下でオンし、この時、ORゲート9の出力104は
、ローレベルとなる。Next, the circuit operation will be explained with reference to the time chart of FIG. Switch 1 turns on when the shift lever is in a position other than neutral, switch 2 turns on when it detects a high load condition, and switch 3 turns on when the vehicle speed is 2ki/h or 3ks+/
It turns on below h, and at this time, the output 104 of the OR gate 9 becomes low level.
この時、トランジスタ11はオフし、コンデンサ15は
チャージされる(波形105参照)。一方基準電圧10
Gを、出力信号105が越える時、コンパレータ16の
出力107はローレベルとなる。ここで出力104がロ
ーレベルとなる時間が短いと、出力1055−
の電圧は、基準電圧106より低く、出力107はハイ
レベルのままである。出力107がローレベルになった
時、これがトリガー信号となり、フリップフロップ回路
の出力109はハイレベルとなる。この状態は、スイッ
チ4が設定回転数以上になり、オンする時、ローレベル
に変換されるが、それまで維持される。一方、イグニッ
ションパルス110を波形整形した波形111を微分(
112)L、コンデンサのチャージ波形113を得る。At this time, transistor 11 is turned off and capacitor 15 is charged (see waveform 105). On the other hand, the reference voltage 10
When the output signal 105 exceeds G, the output 107 of the comparator 16 becomes low level. If the time during which the output 104 is at the low level is short, the voltage at the output 1055- is lower than the reference voltage 106, and the output 107 remains at the high level. When the output 107 becomes low level, this becomes a trigger signal, and the output 109 of the flip-flop circuit becomes high level. This state is converted to a low level when the rotation speed of the switch 4 exceeds the set rotation speed and is turned on, but is maintained until then. On the other hand, the waveform 111 obtained by shaping the ignition pulse 110 is differentiated (
112) Obtain L, capacitor charge waveform 113.
この時、トランジスタ34がオンしている場合には時定
数は短くなり、破線のような波形となる。この電圧を基
準電圧114と比較すると、出力115がえられ、コイ
ルに流れる11流1cは116のようになる。換言すれ
ば、破線の場合(フリップ70ツブの出力109がロー
レベルとなった場合)には、クラッチコイルに流れる電
流は少くなり、ストール回転数が上ることを意味する。At this time, if the transistor 34 is on, the time constant becomes short, resulting in a waveform like a broken line. Comparing this voltage with the reference voltage 114 gives an output 115 and the 11 current 1c flowing through the coil becomes 116. In other words, in the case of the broken line (when the output 109 of the flip 70 knob is at a low level), it means that the current flowing through the clutch coil decreases and the stall rotational speed increases.
−電流れる電流は回転数に比例し、第1図に示す特性を
得ることができる。第1図においてTOは従来のクラッ
チ特性、Tc’はこの発明におけるクラッチ特性を示す
。- Current The current flowing is proportional to the rotation speed, and the characteristics shown in FIG. 1 can be obtained. In FIG. 1, TO indicates the conventional clutch characteristic, and Tc' indicates the clutch characteristic according to the present invention.
6−
この発明は、以上詳述したように、車速が所定値以下で
エンジン回転数が高く、アクセルが踏み込まれる状態に
おいて、車速、エンジン回転数およびエンジン負荷状態
をセンサで検出し、その検出信号でタイマーを駆動し、
タイマーが設定値以上になった時点で上記検出信号によ
りクラッチ特性を最大トルク伝達状態に切換えるように
クラッチの制御回路を構成したので、通常は自動クラッ
チの便宜性を発揮しながら、必要時にはストール回転数
をエンジン回転数に近づけ、マニュアルクラッチなみの
高トルク伝達を達成し、登板発進なども充分に行えると
いう効果が得られる。6- As detailed above, this invention detects the vehicle speed, engine speed, and engine load condition with a sensor in a state where the vehicle speed is below a predetermined value, the engine speed is high, and the accelerator is depressed, and the detection signal is Drive the timer with
The clutch control circuit is configured so that the clutch characteristics are switched to the maximum torque transmission state by the above detection signal when the timer exceeds the set value, so while it normally provides the convenience of an automatic clutch, it can also stall rotation when necessary. By bringing the number of rotations closer to the engine speed, it is possible to achieve high torque transmission comparable to that of a manual clutch, and it is possible to achieve the effect of starting from a hill.
なお、上記タイマーは、上記実施例ではコンデンサ15
によって代表される一連の回路で構成されている。In addition, the above-mentioned timer is the capacitor 15 in the above-mentioned embodiment.
It consists of a series of circuits represented by
第1図はこの発明に係るトルク特性を示す線図、第2図
は発明の一実施例を示す回路構成図、第3図および第4
図はフローチャートである。
1〜4・・・スイッチ、9・・・ORゲート、11・・
・トランジスタ、15・・・コンデンサ、16・・・コ
ンパレータ、17、18・・・NANDゲート(フリッ
プフロップ回路)34・・・トランジスタ、31・・・
コンデンサ、38・・・コンパレータ、40・・・トラ
ンジスタ、41・・・クラッチコイル。
特許出願人 富士重工業株式会社
代理人弁理士 小 橋 信 淳
同 弁球上 村 井 進第3因
+09
116第4図FIG. 1 is a diagram showing torque characteristics according to the present invention, FIG. 2 is a circuit diagram showing an embodiment of the invention, and FIGS.
The figure is a flowchart. 1-4...Switch, 9...OR gate, 11...
・Transistor, 15... Capacitor, 16... Comparator, 17, 18... NAND gate (flip-flop circuit) 34... Transistor, 31...
Capacitor, 38... Comparator, 40... Transistor, 41... Clutch coil. Patent Applicant Fuji Heavy Industries Co., Ltd. Representative Patent Attorney Nobu Kobashi Jundo Benkyukami Susumu Murai Third Cause +09
116Figure 4
Claims (1)
タルが踏み込まれる状態において、車速、エンジン回転
数およびエンジン負荷状態をセンサによって検出し、そ
の検出信号でタイマーを駆動し、タイマーが設定値以上
になった時点で上記検出信号によりクラッチ特性を最大
トルク伝達状態に切換えるように、クラッチの制御回路
を構成したことを特徴とする自動クラッチの可変ストー
ル方式。When the vehicle speed is below a predetermined value and the engine speed is high (when the accelerator pedal is depressed, the vehicle speed, engine speed, and engine load condition are detected by a sensor, and the detection signal drives a timer, and the timer is activated when the timer exceeds the set value. A variable stall system for an automatic clutch, characterized in that a clutch control circuit is configured so that the clutch characteristic is switched to a maximum torque transmission state by the detection signal when the torque is reached.
Priority Applications (6)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP57013550A JPS58128930A (en) | 1982-01-29 | 1982-01-29 | Variable stall system for automatic clutch |
GB08302015A GB2115513B (en) | 1982-01-29 | 1983-01-25 | Controlling electromagnetic clutch of vehicle |
US06/461,333 US4550816A (en) | 1982-01-29 | 1983-01-27 | System for controlling stall speed for an electromagnetic clutch |
NL8300301A NL8300301A (en) | 1982-01-29 | 1983-01-27 | SYSTEM FOR CONTROLLING STANDARD SPEED FOR AN ELECTROMAGNETIC CLUTCH. |
FR8301356A FR2520890B1 (en) | 1982-01-29 | 1983-01-28 | DEVICE FOR CONTROLLING THE CLUTCH SPEED OF AN ELECTROMAGNETIC CLUTCH |
DE3302937A DE3302937C2 (en) | 1982-01-29 | 1983-01-28 | Arrangement for controlling an electromagnetic clutch |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP57013550A JPS58128930A (en) | 1982-01-29 | 1982-01-29 | Variable stall system for automatic clutch |
Publications (1)
Publication Number | Publication Date |
---|---|
JPS58128930A true JPS58128930A (en) | 1983-08-01 |
Family
ID=11836268
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP57013550A Pending JPS58128930A (en) | 1982-01-29 | 1982-01-29 | Variable stall system for automatic clutch |
Country Status (6)
Country | Link |
---|---|
US (1) | US4550816A (en) |
JP (1) | JPS58128930A (en) |
DE (1) | DE3302937C2 (en) |
FR (1) | FR2520890B1 (en) |
GB (1) | GB2115513B (en) |
NL (1) | NL8300301A (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS6160333A (en) * | 1984-08-31 | 1986-03-28 | Fuji Heavy Ind Ltd | Method of controlling electromagnetic clutch for vehicle |
Families Citing this family (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH0625568B2 (en) * | 1984-01-31 | 1994-04-06 | 富士重工業株式会社 | A clutch control device for a continuously variable transmission with an electromagnetic clutch. |
JPS60234129A (en) * | 1984-05-04 | 1985-11-20 | Diesel Kiki Co Ltd | Car clutch controller |
US4715482A (en) * | 1984-11-20 | 1987-12-29 | Toyota Jidosha Kabushiki Kaisha | Method and apparatus for controlling an electromagnetic clutch for use on a vehicle |
GB8527560D0 (en) * | 1985-11-08 | 1985-12-11 | Todd R E | Clutch control system |
JPH04118328A (en) * | 1990-09-06 | 1992-04-20 | Fuji Heavy Ind Ltd | Control device for starting clutch for vehicle |
DE10081460B4 (en) * | 1999-05-27 | 2018-01-18 | Schaeffler Technologies AG & Co. KG | Torque transmission device for a motor vehicle |
GB2387887A (en) * | 2002-04-25 | 2003-10-29 | Ford New Holland Nv | Cyclically operating a clutch to prevent engine stall when starting a threshing unit |
US7945378B2 (en) * | 2008-09-22 | 2011-05-17 | Deere & Company | Method of selecting engine torque curves |
JP6331510B2 (en) * | 2014-03-12 | 2018-05-30 | 株式会社ジェイテクト | Electromagnetic clutch control device |
CN108152522A (en) * | 2017-12-07 | 2018-06-12 | 西安航天自动化股份有限公司 | A kind of roller bearing screening machine screen axis rotational speed monitor system and monitoring method |
Family Cites Families (20)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3126989A (en) * | 1964-03-31 | Electromagnetic clutch control arrangement | ||
GB788483A (en) * | 1955-02-08 | 1958-01-02 | Ferodo Sa | Improvements in and relating to control devices for electro-magnetic clutches for motor vehicles |
DE1128758B (en) * | 1955-12-03 | 1962-04-26 | Ferodo Sa | Control circuit for an electromagnetic clutch of a motor vehicle |
US3073422A (en) * | 1960-05-05 | 1963-01-15 | Bosch Gmbh Robert | Electromagnetic clutch arrangement |
GB990115A (en) * | 1960-07-22 | 1965-04-28 | Jaeger Ets Ed | Improvements in or relating to control systems for controlling the torque transmitted from an engine by an electromagnetic clutch |
US3250341A (en) * | 1960-09-17 | 1966-05-10 | Suzuki Motor Co | System for controlling a magnetic fluid clutch and generator of a motor vehicle transmission |
GB986429A (en) * | 1960-09-17 | 1965-03-17 | Suzuki Motor Co | A system of exciting an electromagnetic clutch operating with a direct current generator on motor bicycles and the like |
DE1155680B (en) * | 1961-07-28 | 1963-10-10 | Bosch Gmbh Robert | Control device for a clutch for motor vehicles that can be engaged and disengaged with the aid of an electromagnet |
DE1158377B (en) * | 1961-08-03 | 1963-11-28 | Bosch Gmbh Robert | Control device for an electromagnetically engaged and disengageable starting and switching clutch for motor vehicles |
US3297892A (en) * | 1963-06-07 | 1967-01-10 | Moscowsky Zd Malolitrazhnykh | System for control of automatic electromagnetic automobile clutch |
DE1505402A1 (en) * | 1965-05-20 | 1970-04-02 | Bosch Gmbh Robert | Control device for an auxiliary clutch |
DE1505469B2 (en) * | 1965-10-02 | 1973-09-06 | Robert Bosch Gmbh, 7000 Stuttgart | CONTROL DEVICE FOR OPERATING AN ELECTROMAGNETIC MOTOR VEHICLE COUPLING. ADDITIONAL TO: 1223937 |
FR1600304A (en) * | 1968-12-31 | 1970-07-20 | ||
US3704770A (en) * | 1971-09-21 | 1972-12-05 | Bendix Corp | Adjustable time delay electromagnetic clutch |
FR2172622A5 (en) * | 1972-02-18 | 1973-09-28 | Berliet Automobiles | |
JPS5644312B2 (en) * | 1973-07-30 | 1981-10-19 | ||
JPS5433430A (en) * | 1977-08-17 | 1979-03-12 | Mitsubishi Electric Corp | Clutch control apparatus for car |
JPS56131430A (en) * | 1980-03-15 | 1981-10-15 | Fuji Heavy Ind Ltd | Controller for electromagnetic powder type clutch of vehicle |
DE3174453D1 (en) * | 1980-07-08 | 1986-05-28 | Automotive Prod Plc | Clutch control system |
DE3039091A1 (en) * | 1980-10-16 | 1982-05-13 | Volkswagenwerk Ag, 3180 Wolfsburg | Motor vehicle gear change mechanism - has clutch servo-actuated by pulses whose duration is specified function of throttle position |
-
1982
- 1982-01-29 JP JP57013550A patent/JPS58128930A/en active Pending
-
1983
- 1983-01-25 GB GB08302015A patent/GB2115513B/en not_active Expired
- 1983-01-27 US US06/461,333 patent/US4550816A/en not_active Expired - Fee Related
- 1983-01-27 NL NL8300301A patent/NL8300301A/en not_active Application Discontinuation
- 1983-01-28 FR FR8301356A patent/FR2520890B1/en not_active Expired
- 1983-01-28 DE DE3302937A patent/DE3302937C2/en not_active Expired
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS6160333A (en) * | 1984-08-31 | 1986-03-28 | Fuji Heavy Ind Ltd | Method of controlling electromagnetic clutch for vehicle |
Also Published As
Publication number | Publication date |
---|---|
FR2520890A1 (en) | 1983-08-05 |
GB2115513B (en) | 1986-01-15 |
GB8302015D0 (en) | 1983-02-23 |
US4550816A (en) | 1985-11-05 |
DE3302937C2 (en) | 1985-10-17 |
DE3302937A1 (en) | 1983-08-11 |
FR2520890B1 (en) | 1986-05-02 |
GB2115513A (en) | 1983-09-07 |
NL8300301A (en) | 1983-08-16 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US4439158A (en) | Teaching indicator for efficient vehicle gearshift operation | |
US6234932B1 (en) | Control apparatus for a hybrid vehicle | |
JPS58128930A (en) | Variable stall system for automatic clutch | |
US4664080A (en) | Selective speed limiting apparatus for internal combustion engine | |
GB2071880A (en) | Automatic control of idling speed | |
KR101724465B1 (en) | Method and apparatus for controlling engine start for hybrid electric vehicle | |
US5054446A (en) | Idle revolution speed control apparatus for an internal combustion engine | |
JPS6364326B2 (en) | ||
CN210428562U (en) | Safe power supply circuit of automobile data recorder | |
JPH0655040B2 (en) | Control device for vehicle generator | |
JP2768907B2 (en) | Battery discharge circuit | |
JPS6149126B2 (en) | ||
US3788421A (en) | Electric circuitry for vehicle speed responsive system | |
JPH0570362B2 (en) | ||
JPH0452720B2 (en) | ||
TW201210866A (en) | Driving-mode automatic switching device for electric vehicle | |
JPS6067243U (en) | Fuel-saving driving control device for automobiles | |
JPH02301671A (en) | Speed limit device for vehicle | |
JPS6028648U (en) | Electronically controlled automatic transmission | |
JPS5730620A (en) | Automobile electromagnetic clutch control device | |
JPH0670405A (en) | Regenerative brake controller for electric motor vehicle | |
JPH0526270Y2 (en) | ||
JPH0126896B2 (en) | ||
JPS59169399A (en) | Output control system for alternator | |
JPS6294425A (en) | Speed change timing instruction device for car |